Internal-combustion engine.



O. R. DAELLENBACH. INTERNAL COMBUSTION ENGINE. APPLICATION FILED JAN.24, 1908.

909,558. Patented Jan. 12, 1909.

2 SHEETS-SHEET 1.

Wibmooeo G. R. DAELLENBAGH. INTERNAL COMBUSTION ENGINE. APPLICATION FILED JAN. 24, 1908.

Patented Jan. 12, 1909.

2 SHEETS-SHEET 2.

with woe:

amw nu,

UNITED stra ns PATEN OFFIQE.

CARL R. DAELLENBACH, OF BRADDOCK, PENNSYLVANIA, ASSIGNOR OF ONE-HALF TO J. WENDELL VERNAM, OF SWISS'VALE, PENNSYLVANIA.

m'rnnivan comnosrion Enema.

Specification of Letters Patent.

Patented an. 12, i909.

Application filed January 24:, 1908. Serial :No; 412, l50.

To all whom it may concern."

Be it known that I, CARL R. DAELLEN- BACH, citizen of the United States, residing at Braddock, in the county of Allegheny and State of Pennsylvania, have inventednew and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

- My invention pertains to internal combus- Figure l is a view partly in elevation and partly in section illustrating a two-cycle internal combustion engine constituting the best practical embodimentof my invention of which I am cognizant. Fig. 2 is a transverse section taken through the outer portion of the explosion chamber and the parts adjacent thereto, and: Fig. 3 is a detail section taken at a right angle to Fig. l and illustrating the automatic, fuel-valve operating mechanism which I prefer to employ.

Similar letters designate corresponding parts in all of the views of the drawings, referring to which:

A is the cylinder of my novel engine which is divided by a reciprocatory piston B into an explosion chamber C and a crank case D. The explosion chamberC is provided at the point shown with an exhaust ort a, and the crank case D has an inlet 6 f dr air, and intermediate the chamber C and the case D a conduit E is provided, which conduit E extends upward from the induction port 0 of the chamber C and then'downward to the point where it is connected with the eduction port (Z of the crank case. By virtue of this arrangement of the conduit E it will be manifest that the .gas or gasolene employed as fuel is effectually prevented from reach ing the crank ease and injuriously affecting the lubricated parts of the engine.v

'As shown in Fig. l. the shaft F of the engine is provided within the case D with a crank wheel G, and intermediate the piston -B and the said crank wheel or disk is a pitman H for transmitting motion fromthe former to the latter. The perimeter of the crank wheel or disk G is flanged as indicated by e, and the side of the said flange remote from the pitman H is concaved, as indicated by. f, and arranged as shown relative to the eduction port of the crank case D, whereby it will be seen that the said crank wheel or disk is adapted to guard the said 'eduction port and prevent lubricating. oil from being thrown into the same, and this without pre venting the passage of fluid under pressure from the crank case to the said eduction port.

Extending into the conduit- E from one side thereof and at a point adjacent to the induction port 0 of the explosion chamber C is a tube 1, Fig. 2, which is designed to be connected with a source of gasolene supply and is equipped with a suitable non-return valve J. The inner portion of the bore of said tube I is tapered as indicated by g to receive the tapered end it of a needle valve K, which needle valve is provided at 2' with an enlargement or abutment and is extended loosely through a tubular valve L for controlling the introduction of (r s The gas is supplied to a conduit M, which conduit is provided at N with a non-return valve and is connected with the conduit E through a taper port j designed to seat the inner tapered end of the tubular valve L. The portion of. the needle valve K which extends beyond the outer end of the tubular valve L is threaded as indicated by is and is equipped with one or more, preferably two, nuts Z between which and the outer end of thetubular valve L is arranged a collar m which is loosely mounted on the needle valve and is circumferentially grooved for a purpose presently set forth. A coiled spring 1? is mounted on the needle valve K between the abutment- 2 thereof and the inner end of the tubular valve L, and hence it will be manifest thatwhen the collar mis moved outwardly, the valve K will. first be opened to. admit gasolene or the like to the conduit E,

and then the valve L will be opened to sup ply gas to the conduit E. It will also be manifest that on movement of the collar m in the direction opposite to that indicated by arrow the needle valve K will be seated prior to the seating of the tubular valve L. y The practical operation of mynovel en gine is follows: In Fig. 1,, the piston B is shown at the outer vextremity of its stroke and incidental to the subsequent inwar movement of the piston it serves to compress explosive mixture in the explosion chamber 0, and also serves to create a partlal vacuum 111 the crankchamber or case D.

The fuel valves K and L beingat that time open, the said, pprtial vacuum will cause a certain quantity of fuel to enter the conduit E at a point adjacent to the induction port 0-, this being advantageous because the fuel will offer but little resistance to the airwvliile the latter is on its way to the explosion chamber Cfand also because the gas will enter the explosion chamber ahead of the air and *ing a non-explosive mixture will sweep out the products of combustion of the previous explosion. On the subsequent outward movement of the piston B, the air is compressed in the crank case D, and then when said piston uncovers the port a, the fuel and the gas will enter the explosion chamber in the manner and for the purpose just set forth,

after which on the inward stroke of the piston B the explosive mixture is compremed each'revolution, the separation of the fuel and air until the same are supplied to the explosion chamber, and the adaptability of the engine to use liquid and aseous fuel. It; will also be appreciated that heavy oil or liquid fuclmay be used because it 15 introduced through the hot metal of the engine and is swept into the cylinder by hot air, and that the explosive mixture does not enter the crank case where it would be likely to interfere with lubrication of the working parts and to cause back explosions. 1t wifi further be noted that in myv novel engine air is removed from the crank case without sub jecting' thelubricating oil to suction, that gasolcne or liquid fue may be piped direct into the engine which increases the element of safety inasmuch as in-the event of lire there is n9 liquid fuel ex osed in the a artment where the engine is coated, that 11 uid fuel 1s drawn into the engine on nwar or upward movement of the piston ,whlch renfders it feasible to keep the fuel at alower level than that of the tube I, so that when the engine stops the liquid fuel will not flood the engine.

j A rock-shaft R havingan arm S, inengageme'nt with the collar'm; is provided, and

'throu h the medium of the-said rock-shaft the va ves Kand L may beoperated by hand rod -.V fixed to the strap as to assure openin and L on the inwar stroke of the piston B,

or by any other suitable means when it is not desired to automatically govern the speed of the engine; When the valves K and L are operatedi. e., opened and closed,

by hand, the operator grasps the arm Y, presently described, on the rock-shaft R and swings said arm to and fro. I prefer, however, to actuate the rock-shaft R through the medium of the hit and miss mechanism shown in Figs. 1 and 3, which mechanism c0mpr1ses an eccentric T on the engine shaft F, a strap U surroundlng said eccentric, a

upper open portion W in which is disposed the tapered head X on the arm Y of the rockshaft R, and a pick-blade Z pivoted to the U and having an rod V and arran ed under normal conditions to en age t e tapered head. X and open the va ves K and L- incidental to each upward movement of the rod V, and also arranged when the speed of the en lne becomes greater than that'predetermined, to assume the position shown by dotted lines a in Fig. 1 so as to clear the taper head X until the speed of'the engine is reduced to normal. The pick-blade Z is preferably provided with a. weighted arm Z to assist its outward movement, and it is held under normal conditions in the position shown by full lines in Fig. 1 through the medium of a coiled sprmg Z which is mounted upon a rod Z 'fi'xed to the rod Vand extendlng loosely through the pick-blade Z,

and is interposed between the said pickblade Z and a-nut Z mounted on the rod Z To adjust the speed of the engine the nut Z may be turned in or out to compress the spring Z or permit ex ansion of, the same as occasion demands,an the speed may also be adjusted b adjusting the weight on the arm Z. .-T e eccentric T is fixed on the engine shaft F in such position of the fuel valves K this in order to admit fuel durin the said stroke, and to permit closing -0 the said valves on the outward or downward stroke of the iston so as to prevent the pressure of air in the fuel supp y pipes. It will be also note c that by reason of the nut'or nuts 1 on the needle yalve K and the interposition of the sprif P between the abutment'a' on said valve an occasion demands.

the inner end of the tubular valve L, the valves may .be adjustedls a It will be understood the foregoing that in the event of the supply of gasolene failing or being shut off for any reason, my

inpiroved engine will utilize gas alone as I a uel', and that in case of the supply of gasfailing or bein shut as for any reasonthe engine will uti lze solene alone as a fuel.

As before state the construction herein illustrated and described constitutes the best practical embodiment of my invention" I30, ,7

known to me, but it is obvious that in the future practice of the invention various changes in the form, construction and relative arrangement of the parts may be made without involving departure from the scope of my invention as defined in the claims appended.

Having described my invention, what I claim and desire to secure by Letters-Patent, is: v

1. In an internal combustion engine, a cylinder divided bya piston into an explosion chamber and a crank case or chamber. and having a conduit w iich is closed to the explosion chamber except when the piston is at the extremity of its outward stroke and which extends laterally from said chamber and then in a direction away from the crank case or chamber and then extends toward the crank case or chamber and communicates therewith, and also having means for supplying fuel to the portion of the conduit adjacent to the explosion chamber.

In an internal combustion engine, a cylinder divided by a piston into an explosion chamber. and a crank case or chamber and having a conduit which communicates at one end with the explosion chamber and extends from such point of communication longitudinally of the cylinder in a direction away from the crank case or chamber and then extends longitudinally of the cylinder toward the crank case or chamber and communicates therewith, and also having means for supplying fuel to the portion of the conduit adjacent to the explosion chamber, in combination with a crank disk connected with the piston and arranged to prevent the passage of lubricant from the crank case or chamber to the conduit without preventing the passage of air from the crank case or chamber to the conduit.

3. In an internal combustion engine, a cylinder divided by a piston into an explosion chamber and a crank case or chamber and having a conduit which communicates at one end with the explosion chamber and extends from such point of communication longitudinally'of the cylinder in a direction away from the crank case or chamber'and then extends longitudinally of the cylinder toward the crank case or chamber and communicates therewith, and also having means for supplying liquid fuel to one side and means for supplying gas to the other side of the portion of the conduit adjacent to the explosion chamber.

it. In an internal combustion engine, a cylinder divided by a piston into an explosion chamber and a crank case or chamber and having a conduit intermediate the said chambers and also having an inlet at one side of the conduit for gas and an inlet at the opposite side of the conduit for liquid fuel, valves for controlling said inlets, and means common to the said valves for opening and closing the same.

5. In an internal combustion engine, a cylinder divided by a piston into an explo sion chamber and a crank case or chamber and having aconduit intermediate the said chambers, and also having an inlet for liquid fuel in one side ofthe conduit and an inlet for gas in the other side of the conduit, in

combination with a valve for controlling the liquid-fuel inlet, and a valve for controlling the gas inlet; one of the said valves trol the liquid-fuel inlet and extending through the gas inlet and having an abutment, a valve surrounding the first mentioned valve and arranged to control the gas inlet, a coiled spring surrounding the first mentioned valve and interposed between the abutment thereof and the other valve, adjustable means on the first mentioned valve, and means for operati-ng the valves arranged on the first mentioned valve between said. adjustable means and the second mentioned valve.

7. In an internal combustion engine, a cylinder divided by a piston into an explosion chamber and a crank case or chamber and having a conduit intermediate the said chambers and also having an inlet forliquid fuel in one side of the conduit and an inlet for gas in the other side of the conduit, in combination with a crank shaft connected with the piston, a valve arranged to control the liquid-fuel inlet and extending through the inlet and having an abutment, a valve surrounding the first mentioned valve and arranged to control the gas inlet, a coiled spring surrounding the first mentioned valve and interposed between the abutment thereof and the other valve, adjustable means on the first mentioned valve. and speed-controlling means actuated by the crank shaft and arranged on the first mentioned valve between the said adjustable means and the second mentioned valve.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

CARL R. DAELLENBACII.

Witnesses:

J. ll nxnnm. VERNAM, V. J. I'IOLLAND. 

